Starter control



March 9, 1937 B. s. AIKMAN STARTER CONTROL Filed April 5o, 1932 3 Sheets-Sheet l Mgrh 9, 1937. e, g. AI'KMAN 2,073,133

STARTERICONTROL Filed April 30, 1932 3 Sheets-Sheet 2 5/ v I i" Mmh 9, 1937.

B. 5. AIKMAN STARTER CONTROL Filed April 30, 1932 3 Sheets-Sheet 3 Patented Mar. 9, 1937 UNITED STATES PATENT OFFICE STARTER CONTROL Application April 30, 1932, Serial No. 608,458

22 Claims.

The present invention relates generally to the starting of engines, and particularly to the control of the starting of engines in automotive vehicles.

The conventional automobile is provided with a large number oi operators control members, such as levers, foot pedals, etc., several of which may under certain conditions be required to be manipulated simultaneously or in rapid succession. Because of the multiplicity of operations that may be required the operator often iinds it impossible to perform some necessary or desired act in the most expeditious manner. Such a condition oten arises in connection with the starting of the engine of the vehicle, as for example when the engine stalls in traido. Such a condition may also arise should the engine become stalled when the vehicle is in precarious position such as may result'from being on an inclined or infirm roadway.

It is therefore one of the objects of my present invention to provide means by which the starting of the engine may be controlled by a suitable manipulation of one of the operators control members normally used in driving, such as the clutch pedal. By employing a single control member to control several separate elements of the vehicle, the operator is relieved of the necessity of moving his hand or foot from one control member to another, and so may perform the necessary successive operations by merely manipulating the single control member according to a predetermined pattern.

Further objects and advantages of the present invention will appear hereinafter.

Devices of the kind contemplated by the present invention, to be practical, should be capable of ready installation upon any of the various vehicles which are now in use or which may be put on the market in the future. I have theredrawings, in which:

Figure l is a more or less schematic diagram illustrating one embodiment cf my invention;

Figure 2 illustrates a modification thereof;

Figure 3 similarly illustrates another embodiment of my invention in which I have provided (Cl. 12S- 179) means for supplying a priming fluid to the engine in response to the actuation of the starting device;

Figure 4 illustrates another device embodying the principles of my present invention; and

Figure 5 illustrates still another embodiment thereof.

Referring to Figure l of the drawings, a pump or iluid displacement device I I is mounted in any convenient manner, as for example on the s teering post I2, in such position that it may be engaged by the clutch pedal or manual control member I3 to be actuated thereby when the same is carried to such position as to disconnect the vehicle load from the propelling engine. 'Ihe iluid displacement device II includes a body member I6 deiining a iluid containing space which is closed by means of a ilexible diaphragm I'l. A spring I8 within the iluid space holds the diaphragm I'I normally bulged outward. This spring is provided with a pressure foot I9 which presents a smooth bearing surface for the diaphragm against the spring. A cap member 2 I, secured to the body member I6, and enclosing the ilexible diaphragm I'I, slidably carries a pressure foot 22 which bears against the outer surface of the diaphragm. The pressure foot 22 is provided with a cap 23 against which the operators control member I3 abuts to operate the pump. The body member I6 has a threaded port 26 which communicates with the uid containing space within the same.

This port is connected by means of uid conduits with a fluid operated device or actuato-r 3I and also with a fluid container or trap 32. The actuator 3I is arranged to operate a switch or starter control means 34, which controls a starting motor or cranking means to engage and crank the engine in the usual manner. The control switch 34 includes a plunger 36 which is normally retained by a spring 3l in such .position as to render the starting motor 35 inoperative.

The lluid actuated device 3| includes a pair of cup-shaped body members and 4I which retain a flexible diaphragm 42 between them. The cup member 40 is provided with a mounting bracket 43 and carries a pressure foot 44 which bears against the diaphragm 42 to be actuated thereby and is provided with a shank which engages the plunger 36 of the switch 34. The space containing the pressure foot 44 communicates with the space outside of the device by means of a vent 4@ in the cup member 40. The cup member 4I is sealed to the diaphragm 42 and is provided with a threaded port 48 to permit connecting the conduits 30 thereto.

The liquid trap 32 is mounted on the intake manifold 5| of the vehicle engine. It includes a body portion 52 which defines therein a liquid containing space 50. A central post 53 rising vertically therein is threaded at its upper end to permit clamping a cover 54 over the body portion 52. This post 53 has a central bore 55 which communicates with the interior of the intake manifold at its lower end, and communicates at its upper end by means of a transverse bore 56 with the interior of the container 52. The container 52 is normally maintained approximately one-half full of a pressure iluid such as oil. A check Valve 59 is built integrally with the body portion 52 and opens into the space 50 therein below the surface of the liquid through a port 50. A ball Si seats in the port 60 and closes the same due to the action of gravity and/ or due to a fluid pressure within the valve 59 in excess of that within the fluid containing space 50. A leakage port 62 of very small bore parallels the port 88 but is not provided with any closing means. A threaded port 63 provides communication` between the check valve 59 and the iluid conduits 30.

The operation of the device of Figure 1 is as follows: The operator of the vehicle upon actuating the clutch pedal I3 brings it into Contact with the fluid displacing device I |,flexing the diaphragm |1 against the force of the spring and forcing the liquid out through the port 26 into the uid conduits 30. The pressure thus produced in the system holds the check valve 59 closed so as to prevent escape of liquid through the port 68 into the reserve chamber 5|). The liquid is thereby forced by the action of the pump II into the fluid operated device 3|. The fluid entering the space between the diaphragm 42 and the cap member 4| moves the pressure foot 44 and the plunger 38 against the force of the spring 31 to cause the operation of the starting motor 35.

As long as pressure is maintained on the fluid in the system there will be some leakage of the same through the port 62. This leakage gradually relieves the pressure from the system so that eventually the actuator 3| releases the switch 34 to terminate the cranking of the engine in spite of the fact that the clutch pedal I3 may be holding the plunger in its depressed position. Thus the device automatically limits the time of each particular starting effort so as to prevent harmful continuous operation of the starting motor. Upon releasing the clutch pedal I3 the spring I8 will again bulge the diaphragm I1 outward to draw liquid back into the system from the reserve chamber 50 through the check valve 59. The uid displacement device may then be again actuated to repeat the above described cranking operation.

In the event that the engine is started the partial vacuum produced in the intake manifold will 7 tend to draw the liquid through the leakage port 62. This suction will draw the diaphragm I1 of the pump in against the force of the spring I8 so as to hold the plunger in its depressed position as long as the engine is in operation for the fluid pressure within the system will then be lower than the atmospheric pressure obtaining outside of the same. It will therefore be impossible as long as the engine is running to operate the starting motor by inadvertently bringing the clutch pedal I3 into engagement with the plunger of the pump In Figure 2 I have illustrated a modification of the uid trap 32. The device of Figure 2 is designated generally by the reference numeral 32 and encloses a liquid reservoir 50' and a check valve 59 similar to the device of Figure 1. However, it differs from the device 32 in that the reservoir is provided with a exible diaphragm 66 positioned directly below the port 60 of the check valve. The flexible diaphragm 68 carries a pressure foot 61 which in turn carries a slender pin 68 extending into the port 60. Normally the pin 68 is spaced slightly from the ball 6| of the check valve, but upon the occurrence of a low pressure within the reservoir 5U' the diaphragm 66 will be exed inward to bring the pin 68 intoengagement with the ball 6| to unseat the same. In operation it acts to unseat the valve so as to relieve the pressure within the control system immediately upon starting of the vehicle engine so as to positively and immediately discontinue the operation of the starting motor.

In Figure 3 I have illustrated another device for carrying out the principles of my present invention. A fluid displacement device 1| is secured to the steering post l2 in position to be engaged by means of the clutch pedal or control member I3. The fluid displacement device or pump 1| comprises a cylinder containing the piston 13 which is normally urged to the upper end of the cylinder by means of a spring 14, the space 15 below the piston being iilled with fluid. Built integrally with the pump 1| is a valve 16. The valve is provided with a central bore 18 containing a plunger 19. The upper end of the bore 18 is provided with a threaded port 8D from which extends a conduit 8| to the intake manifold 5| of the engine, to permit operation of the valve by the suction of the engine. The vertical bore 18 opens at its lower end into an enlargement 83 out of which opens two ports 84 and 85. The port 84 communicates with the space 15 within the fluid displacement ldevice 1|. A port 8B leads out of the lower end of the valve 16 and communicates by means of a conduit 81 with the fuel line of the engine. Between the space 83 and the port 86 is provided a valve seat 88 which has a diameter slightly larger than the diameter of the bore 18 and against which the lower end of the plunger 19 seats to cut off communication between the port 86 and the ports 84 and 85. The lower end 89 of the plunger 19 is necessarily of enlarged diameter in order to engage the valve seat 88. By having the valve seat 88 of larger ydiameter than the bore 18, into which the plunger 19 ts, the fluid pressure within the space 83 will tend to hold the valve to its seat. However, this difference in diameter is made rather small so that it will not prevent the plunger being lifted from the seat by the suction exerted by the engine. As long as no suction is exerted tending to lift the plunger 'I9 from its seat 88, it acts as a check valve permitting a ow of iiuid into the system through the port 86, but preventing a flow in the reverse direction.

The port 85 receives a conduit 9| which provides a communication with the fluid actuated member 3| and also with a priming device 92. The fluid actuated device 3| is the same here as shown in Figure 1 and operates in the same manner to actuate the motor control means 34 so as to operate the starting motor 35. The priming device consists of a spring closed pressure release valve 92 which is arranged to discharge fluid into the atmosphere.

the intake manifold of the engine. The valve 92 is of course set for a suiiiciently high pressure to prevent its being unseated by the suction of the intake manifold during normal operation of the engine.

In operation the fluid system is maintained full of the fluid that is to be used for priming the engine during starting. Any fluid which may be lost from the system by discharging into the engine will be replaced by fresh iiui-d owing from the supply tank and entering through the port and check valve 75. To start the engine the operator moves the control member I3 into engagement with the fluid displacement means to operate the same so as to force fluid therefrom out through the valve 16. Inasmuch as the engine is not in operation the plunger '|9 will be in its lower position so as to close off the port 86, and the fluid will be forced through the conduit 9| to the actuator 3| to cause the operation of the starting motor 35. The priming device 92 is set so as to remain closed until a pressure is reached somewhat in excess of that required to operate the device 3|. When this pressure is reached the valve will be forced open to permit the iluid to be sprayed into the intake manifold to prime the engine. It is obviously unnecessary to prime the engine every time it is started, and the operator may control this by applying only a light pressure to the clutch pedal 3 so that the pressure of the fluid will be suil'icient to operate the starting motor but insufficient to open the pressure release valve 92. Should the engine fail to start, the operator may exert a greater pressure on the foot pedal so as to force the priming fluid into the engine. Upon starting the enginelwill exert a suction to raise the plunger 79 to the top of the bore 18 of the Valve '16. The plunger 'i9 is thereby lifted from its seat 88 so as to provide a free communication between the chamber 'l5 of the pump and the fuel supply tank through the port 86. With the valve in this position the pump il is unable to operate the actuator 3| or the priming device 92 inasmuch as the open port 86 provides a pressure release.

Thus it is absolutely impossible for any of the starting mechanism to be put into operation as long as the motor is running.

The device shown in Figure 4 is somewhat similar to that disclosed in Figure 3, but differs therefrom in that it employs air as a pressure fluid and in that its control valve operates in a slightly different manner. A pump or uid displacement device 95, similar to the pump in Figure 3, is similarly secured to the steering post |2 in position to be actuated by the manual control member |3. Built integrally with the pump 95 is a valve 96 which comprises a housing 9`| having ya. central bore 98. Fitted within the bore 98 is a plunger which comprises a pair of balls 99 and |90 which are spaced apart by means of a spring or resilient connection |0|. The ball 99 lits closely within the upper portion of the bore 98. A port |04 leads out of the upper end of the bore 98 and communicates by means of a conduit with the intake manifold 5| of the engine. The lower end of the bore 98 is of a diameter slightly larger than that of the ball I0., and is provided with a port |06 opening out to The ball |08 seats in the port |05 to seal the same. A pair of ports |08 and |09 open into the central portion of the bore 99 between the balls 99 and |00. The port |08 communicates with the pump 95, and the port |09 communicates by means of a conduit with the actuator 3| which controls the operation of the starting motor 35.

The device of Figure 4 utilizes air as an operating fluid. Assuming that the engine is not in operation and that the operator actuates the pump 95 to compress the air therein, the resulting pressure will hold the lower ball 99 of the valve to its seat to maintain the port |06 closed. At the same time the upper ball 99 which ts closely within the bore 98 will be lifted against the force of the spring |0| so asto seat a-gainst, and t0 close the port |04. 'I'he air within the pump, valve, and actuator will thus be confined so that further operation of the pump 95 will compress the air sufliciently to cause the actuator 3| to operate the starting motor 35. If the engine fails to start the release of the pump 95 will relieve the pressure within the system and the ball |00 of the valve will act as a check Valve to permit the entrance of air from the outside to replace any that may have been lost by leakage. Should the engine start in response to the actuation of the starting motor 35, the suction of the intake manifold will act to hold the ball 99 of the valve against the port |04 to hold the same closed. Upon releasing the pump 95 so as to relieve the pressure within the system, the resilient member |0| will raise the ball |00 from its seat so as to leave the port |06 open. Thereafter any actuation of the pump 95 will merely cause air to pass in and out of the port |06 and will fail to actuate the starting motor 35 as long as the engine is in operation.

In Figure 5 I have illustrated still another manner of carrying out the principles of my present invention. A manually operable fluid displacement device or pump ||4 comprises a cylinder I5 and a piston ||6 which is reciprocable therein and which is provided with leathers facing in both directions so as to seal the cylinder against either a pressure or a partial vacuum. 'I'he piston ||6 is normally held to the upper end of the cylinder by means of a spring A port 8 leads out of the lower end of the cylinder and communicates through a conduit ||9 with the actuator 3| which controls the operation of the starting motor 35. Another port |2| leads out of the side of the cylinder wall and communicates by means of a conduit |22 with the intake manifold 5| of the engine. 'Ihe port |2| is so positioned in the side of the cylinder that it is open only when the piston ||6 is moved to the extreme upper end of the cylinder I5. At all other times the piston ||6 covers the port |2| to close off the same.

Assuming the engine to be idle, the system contains air at atmospheric pressure. Upon actuating the pump, the piston ||6 moves to close the port |2| and thereafter to compress the air within the cylinder. The resulting air pressure causes the actuator 3| to operate to cause the starting motor to crank the engine. When the engine starts, the operator will release the piston ||6 so as to permit it to return to the upper end of the cylinder, whereupon the suction of the manifold 5| will exhaust part of the air from the cylinder ||5 and from the rest of the fluid system so as to maintain a partial vacuum therein as long as the engine is in operation. As aresult of this partial vacuum there will not be sufficient air within the system to permit operation of the starting device. Thus, should an attempt be made to operate the starter when the engine is running, the piston |6 will first move to close off the port |2| and will thereafter compress the air within the system. However, due to the low initial pressure and to the small mass of air present, the air within the system will not reach a pressure sufficiently high to operate the actuator 3l. The operation of the engine thereby renders the device functionally inoperative.

While I have shown and described certain specic forms of construction for carrying out my present invention, it will be apparent to those skilled in the art that the same is capable of a much broader application. I therefore do not wish to be limited to the precise details of construction herein set forth but wish to avail myself of all such modifications as fall within the scope of the appended claims.

I claim:

l. In combination in a device of the class described, a clutch pedal, a fluid system comprising a fluid displacement device operable by said clutch pedal, fluid actuated means operable in response to the operation of said fluid displacement means, a motor starting switch controlled by said fluid actuated means and leakage means permitting escape of fluid from said system so as to limit the duration of the response of said fluid responsive means in holdingcsaid motor starting switch closed.

2. In combination in a device of the class described, cranking means for an engine, control means therefor, a fluid system comprising manually operable fluid displacement means, fluid operated means normally responsive to the operation of said fluid displacement means for actuating said control means when the engine is not in operation, and suction operated means responsive to the operation of the engine for rendering said fluid operated means non-responsive to said fluid displacement means when the engine is in operation.

3. In combination, cranking means for an engine, control means therefor, a fluid system comprising a fluid displacement means normally retaining a fluid and manually operable to expel the same, fluid operated means for actuating said control means responsive to a manual expulsion of said fluid from said fluid displacement means, and suction operated means responsive to the operation of the engine to withdraw fluid from said fluid displacement means so as to render the same manually inoperable as long as the engine is in operation.

fl. In a device of the class described, cranking means for an engine, a fluid system comprising manually operable fluid displacement means, fluid operated means for controlling said cranking means to operate the same in response to the operation of said fluid displacement means, and suction operated means responsive to the operation of the engine for interrupting the operation of said cranking means when the engine becomes self-operative, said fluid operated system comprising timing means for limiting the operation of the cranking means to a predetermined period during one operation of the fluid displacement means.

5. In combination for use with an engine having an intake manifold, cranking means for said engine, control means for said cranking means,

a duid system containing priming fluid for said engine and comprising manually operable means for displacing said fluid and subjecting the same to pressure, fluid pressure operated means governed by the operation of said manually operable means for actuating said control means to cause said cranking means to operate, and a pressure operated valve governed by the pressure of fluid in said system for admitting priming fluid into said engine manifold.

6. In combination for use with an engine having an intake manifold, a starting motor for said engine, control means for said motor, a fluid system containing priming fluid for said engine and comprising manually operable means for displacing said fluid and subjecting the same to pressure, fluid pressure operated means governed by the operation of said manually operable means for actuating said motor control means to cause said motor to operate, a pressure operated valve governed by the pressure of uid in said system for admitting priming fluid into said engine manifold, and suction operated means responsive to the operation of the engine for releasing the pressure of said fluid.

7. In combination in a device of the class described, cranking means for an engine, control means for said cranking means, a normally closed fluid system comprising manually operable fluid pressure displacing means, fluid operated means controlled by said manually operable means for actuating said control means and suction operated means for opening said system in response to the operation of the engine to prevent the actuation of said control means when the engine is self-operative.

8. In combination, cranking means for an engine, control means for said cranking means, a fluid System containing air and comprising fluid pressure operated means responsive to a predetermined pressure in said system for actuating said control means, manually operable means for compressing said air to operate said fluid operated means, and means connecting said manually operable means to said engine to permit the suction thereof to withdraw air from said system to such an extent that the air remaining therein is insufiicient to provide said predetermined pressure.

9. In a system of the class described for use with an internal combustion engine having a suction pipe, a fluid displacement device comprising a cylinder having a side port, a piston capable of overrunning said side port and being reciprocable in said cylinder, a pedal for operating said piston, said piston being normally retained in such position as to leave said Side port open, and manually movable from its normal position to cover said side port to close the same and to dis. place the fluid within said cylinder, a starter control switch having a fluid pressure operated member connected to said cylinder, and a connection from said side port to the suction pipe of the engine.

10. In combination for use with a vehicle propelled by an internal combustion engine, a manual control member of said vehicle serving to connect and disconnect the vehicle load to and from the propelling engine, a starting motor for the engine, control means for said motor, and a fluid system comprising a fluid displacement device actuated by said manual control member, a fluid pressure operated device normally responsive to the operation of said fluid displacement device for actuating said motor control means, and pneumatically operated means responsive to the operation of said engine for rendering said fluid operated means non-responsive to the actuation of said fluid displacement device when the engine is in operation.

l1. In combination for use with an internal combustion engine having an intake manifold, a

starter switch for starting said engine, a cylinder having a piston for operating said switch, a pressure creating cylinder, having a movable plunger, a pedal for moving said plunger, a uid pressure transmission connection between said cylinders, a source of fluid supply for supplying said system with working fluid, and a connection between the intake manifold and said system for withdrawing fluid from said system when the engine operates on its own power.

12. In combination for use with an internal combustion engine having an intake pipe, a starter control device, a liuid pressure operated member for said device, a pedal, a fluid pressure creating member operable by said pedal, a fluid pressure transmission conduit connecting said members for the transmission of fluid pressure to operate said device, and a fluid connection from said intake pipe to said conduit for preventing the transmission of pressure between said members when said engine is in operation.

13. In combination for use with an internal combustion engine having an intake pipe, a starter control device, a fluid pressure operated member for said device, a pedal, a fluid pressure creating member operable by said pedal, a fluid pressure transmission conduit connecting said members for the transmission of iiuid pressure to operate said device, and a liuid connection from said intake pipe to said conduit for preventing the transmission of pressure between said members when said engine is in operation, said connection including a fluid pressure operated valve.

14. In combination for use with an internal combustion engine having an intake pipe, a starter control device, a fluid pressure operated member for said device, a pedal, a fluid pressure creating member operable by said pedal, a fluid pressure transmission conduit connecting said members for the transmission of uid pressure to operate said device, and a fluid connection from said intake pipe to said conduit for preventing the transmission of pressure between said members when said engine is in operation, and a fluid pressure controlled Valve actuated by suction in said suction pipe for opening a vent in said fluid pressure transmission system.

l5. In combination for use with an internal combustion engine, cranking means for said engine, control means for said cranking means, a fluid system containing working fluid and comprising manually operable means for displacing said fluid and subjecting the same to pressure, fluid operated means for actuating said control means to cause said cranking means to operate, and means for permitting the escape from said system of said fluid under pressure.

16. In combination for use with an internal combustion engine, a starting motor for said engine, control means for said motor, a fluid system containing working fluid and comprising manually operable means for displacing said fluid and subjecting the same to pressure, fluid pressure operated means for actuating said motor control means to cause said motor to operate, and a pressure operated valve for controlling the application of pressure to said fluid pressure operated means.

17. In combination for use with an internal combustion engine, a pedal, a starting motor for the engine, a starting switch for the motor, and a connection between the pedal and the starting switch comprising a fluid container which is put under pressure by the actuation of the pedal to transmit motion to the starter switch to close the same, said container having an escape port for uid to limit the period of closing of the switch.

18. In combination for use with an internal combustion engine, a starting motor, a starting switch for the motor, a spring for opening the switch, an operating pedal for the switch, a collapsible fluid pressure connection between the pedal and the starting switch, said connection being collapsible after the switch is closed to permit the spring to open the switch, and means controlled by the operation of the engine for keeping said connection collapsed.

19. In combination for use with an internal combustion engine, a starting motor, a starting switch for the motor, a spring for opening the switch, an operating pedal for the switch, and a collapsible fluid pressure connection between the pedal and the starting switch, said connection being collapsible after the switch is closed tc permit the spring to open the switch.

20. In combination for use with an internal combustion engine having an intake pipe, fluid pressure operated means for positively displacing and injecting a predetermined amount of fuel into the intake manifold, means for causing cranking of the engine including a starting switch and fluid pressure operated means for energizing said switch, and a common manual actuating means actuation of which provides contemporan neous actuation of both the aforesaid fluid pressure operated means.

21. In combination for use with an internal combustion engine having an intake pipe, a starter for the engine, a primer for positively displacing and injecting fuel into the intake pipe to assist in starting the engine, a starter switch for the engine, a fluid pressure motor for closing the starter switch, and a pedal for actuating said motor and actuating the primer in overlapping time relation.

22. In combination for use with an internal combustion engine having an intake pipe, a primer for injecting a priming charge of fuel into the intake pipe of the engine, a manually actuated injecting pump for the primer, a connection from the pump to the primer, a starting motor for the engine, a starting switch for the motor, a fluid pressure motor for actuating the starting switch, said motor being actuated by pressure from said pump and a connection from said pump to said fluid pressure motor.

BURTON S. AIKMAN, 

